Improvement in car-brakes



2 Sheet s-Sheet 1.

M. R'OSSLER.

Oar-Brake.

No. 219,877. Patented Sept. 23,, I879.

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N PETERS, FMOTO LITHOGHAFNER, WASHINGTON D c 2 Sheet s-Sheet 2.

M. ROSSLER.

O a. r B r a k e No. 219,877. Patented Sept. 23, 1879.

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lllfl Willi! Ml [F3 Illlllil UNITED STATES PATENT OFFICE MAX RossLER, OFAVENSBERG, BAVARIA, GERMAN EMPIRE.

IMPROVEMENT IN CAR-BRAKES.

Specification forming part of Letters Patent No. 219,877, datedSeptember 23, 1879; application filed J une 4, 1879.

To all whom it may concern:

Be it known that F, MAX RossLER, of Avensberg, Bavaria, German-Empire,have invented an Improved (Jar-Brake, of which the following is aspecification,

Figure 1 is a vertical longitudinal central section of acar providedwith my improved brake; Fig. 2, a vertical transverse section of thesame; Fig. 3, a bottom view of the same, and Fig. 4 a detail side viewof the brake lock and handle.

Similar letters of reference indicate corresponding parts in all thefigures.

Thisinventio'n relates to an improved brake mech anism for railway-cars, by which the brakeshoes may be readily applied and withdrawn.

The invention consists, principally, in the combination ofafriction-cone, which is mounted upon one of the axles of arailway-car,with a friction-disk which may be raised or lowered in contact with saidcone, and which is connected with mechanism for automatically applyingthe brakes whenever frictional contact is established between the coneand disk during the motion of the car in either direction.

The invention also consists in the details of improvement hereinaftermore fully pointed out.

In the accompanying sheets of drawings, the letter A represents theframe of a railway-car. B B are the wheels, mounted uponaxlesD D, in theusual manner. Upon one of the axles D is mounted a friction-cone, a. bis a frictiondi's'k mounted upon the lower end of a vertical shaft, 01,from above the cone (1, and below the floor of the car A. The shaft dextends upward through the bottom of the car A, pass ing through asuitable guide, a, and is swiveled at its upper end to a vertical rod,f, in such a manner that the shaft 11 is free to revolve in eitherdirection beneath and on said rod f. The rod f extends through the roofof the car, and is connected to a slotted plate, g, which is providedwith a horizontally-projecting lip, h, as shown. Through the slot of theplate 9 extends a horizontal pin,.c', which is supported in suitablebearings provided on the roof of the car, and carries a lever, j, at oneend, and a double cam, l, at the other end, this cam lbeing beneath thelip h, as shown in Fi g. 4. Now, when the lever j is swung to the rightor left,

the cam 1 will raise the lip h, and thereby (through the plate g,rod f,and shaft 01) also the friction-disk b, which will be thrown out ofcontact with the friction-cone a. In either. of these inclined positionsthe lever j may be locked by a hinged stop, m. When, however, theleverjis released, the weight of the friction-disk b, to. which may be added aspring, 41", will cause it to drop into contact with the friction-conea, by which it will be revolved when the car is in motion. The edge ofthe disk I; is conical, to match the cone a, as shown in Fig.2.

Upon the shaft (1 of the friction-disk b is mounted a bevel-gear wheel,n, which meshes into a second bevel-gear wheel, 0, which is mounted uponashaft-thatextend's horizontally from and hangs in an arm of the guide6. To a crank-pin on the face of the cog wheel 0 is pivoted one end of arod, p, whoseother end is pivoted to a crank, q, on a transverse shaft,E,which is suspended in bearings s sfrom the frame of the car-bottom.The shaft E carries another double crank, t, which is connected by rodsu u with the cross-bars e, that carry the brake-shoes w. I The rods u a,which are to operate brake-shoes to at opposite sides of the wheels B,are attached to the opposite arms of the crank I, so that when suchcrank is vibrated the rods u u are moved in opposite direction, andthereby cause the brake-shoes to, at opposite sides of the wheels, tosimultaneously move toward or recede from each other. A weighted crank,w, on the shaft E serves to hold the brakes off the wheelswhile the caris in motion. When the train is in motion with the brakes off, thefriction-disk b is, by the mechanism heretofore described, held out ofcontact with the friction-cone a, either'by the stop m bearing againstone side of the lever j, as in Fig. 4:, or by tightening acord thatpasses over a friction-roller, m", which is hung to the free end of thelever j.

When the brakes are to be applied the lever j isreleased, so that thearm h will no longer be supported by the cam l, and the friction-disk bwill descend and come iii-contact with the friction-cone a, by which itwill be revolved. The revolution of the friction-disk b will be impartedto the cog-wheel n, which, in turn, will rotate the cog-wheel 0. Thiswheel 0, in turning, moves the rod 10, crank q, and shaft E,

causing the latter to be partly revolved. The crank t will thus bepartly revolved, and will, by means of the rods u u and cross-bars 1'),apply the brake-shoes w to the wheels B. As soon as the brake-shoes areapplied the frictioncone a will be unable to further turn thefriction-disk b, but will revolve beneath the same and er friction.

The brakes in a series of cars may be operated at the same time by meansof ropes which connect the several levers j, passing over thefriction-wheels m" thereon.

It will be seen that the above brake mechanism is of simpleconstruction, readily applied, and that it will operate if the cars aremoved in either direction.

day of March, 1879.

MAX ROSSLER. Witnesses:

CARL T. BURCHARDT, EMIL FARLO.

